Originally published: December 23, 2010

SMALL

MEDIUM

LARGE

Without a doubt, it is the biggest vehicle I have ever driven. Six-point-one metres in length, more than two metres in width excluding the mirrors, just less than two metres in height and flattening the scales at more than three tons, the Chevrolet Silverado LT 2500 Crew Cab 4WD is the very definition of big-ass and badass.

This pickup is so big it takes up two-thirds of my driveway. If it snowed, I’d barely have to shovel.

And I have absolutely no business driving it, other than the fact I can. I don’t own a pup tent, never mind a trailer. With the optional ($9,670)

6.6-litre Duramax V8 turbodiesel literally quaking under the Silverado’s intimidating power-dome hood, I can tow a 5,897-kilogram trailer off the ball hitch; a 7,575-kg trailer if the truck is equipped with a fifth-wheel.

But, despite a maximum payload capacity of 1,266 kg in the 6.2-foot bed, the best I can offer up is several garbage bags of donations destined for the local Salvation Army store.

Still, I’ve long been curious about driving a heavy-duty pickup, especially in a suburban environment. It’s the proverbial fish-out-of-water scenario.

The one immediate upside of the 2500 is that nobody screws with me. The truck’s sheer physical presence is such that it owns the road. Nobody tries to jump a stop sign queue or cut in for fear of seeing the Chevy’s huge grille bear down on them or fill their rear-view mirror. I don’t try to be intimidating; it just comes naturally.

The view from the Crew Cab is outstanding. I can see all and all can see me.

Even backing up isn’t a hugely scary proposition thanks to the optional rear parking assist and rear-view camera (a must) and the double-view trailering mirrors (the top mirror provides a normal view; the lower one is angled toward the rear wheels). That said, whether backing up or going forward, the 2500’s length means extra care when turning. Cut a corner too quickly and the rear wheels will end up on the curb.

The supporting cast for the 2500’s heavy-duty capabilities is the revised Duramax diesel and optional Allison 1000 six-speed automatic powertrain combo. General Motors says the 6.6L V8 is more powerful and durable and the Allison 1000 is stronger. Not having any previous experience with the powertain, I can neither confirm nor deny. But from the rumble and rattle of the V8 — it’s a workhorse motor totally different from the mild-mannered BlueTec diesels used by the European automakers in their SUVs and the like — it’s obvious the Duramax is built to move mountains. The engine’s 397 horsepower at 3,000 rpm is impressive by itself, but the 765 pound-feet of torque available at 1,600 rpm is astounding — it’s more twist than in any vehicle I have ever tested. Under part throttle, the Silverado is not overly eager to pick up speed; you definitely have to prod the pedal to keep up with traffic. But, put your steel-toed construction boot to the floor if you really need to get the rig moving and GM says the Duramax/Allison combination will get the 2500HD to 100 kilometres an hour in nine seconds, not shabby for a three-ton brick. And the roar from the engine when doing so is God’s thunder.

The Allison tranny comes with a manumatic-like driver shift control — with tap up/tap down shifting — and a tow/haul mode to reduce shift cycling for better control and improved cooling when towing or hauling heavy loads. The location of the manual shift button on the shift stalk seems awkward — steering wheel paddle shifters would be more beneficial. The top two gears of the six-speed configuration are overdrive for greater fuel efficiency.

Speaking of which, I averaged 15.6 litres per 100 kilometres for the week, mixing highway use with suburban puttering about. With low-sulphur diesel going for a few cents a litre more than regular gasoline, I paid $101 to top up the 136-litre tank.

The Duramax is not just about its prodigious power, though. GM rightfully takes pride in pointing out that nitrous-oxide emissions have been reduced by at least 63% over 2010 models.

Without a load in the bed, the Silverado is one stiff ride — the bending and beaming stiffness of the truck’s boxed frame assemblies is increased 92% and 20%, respectively, with the fully boxed sections enhancing torsional stiffness by a factor of five, says GM. This was exacerbated by the addition of an off-road suspension package. Driving over a speed bump in a parking lot, I actually got both rear wheels off the ground. Going over railroad tracks at anything above a jogger’s pace is like being screwed into a paint mixer.

The mid-level LT’s cabin (there’s also a base WT trim level and a top-end LTZ) is more suited for a work environment than luxury, but it is well contented, roomy and user-friendly. As an office on wheels, the Silverado offers mobile WiFi, USB and Bluetooth connectivity, XM satellite radio and a navigation system. There are multiple charge points for electronic devices to operate simultaneously and a number of storage compartments for everything from work gear to laptops.

Admittedly, if I had $68,000 — the tester’s price tag, including more than $20,000 worth of options — I would likely gravitate toward an upscale European sport sedan. That said, I had a blast driving the big rig. And although I used but an iota of the 2500’s prodigious capabilities, it provided me with a new appreciation for heavy-duty pickups as well as for those who are regularly behind the wheel of same — landscapers, snow plough operators and home renovators, to name but a few.